Auxiliary throttle control.



0. B. MYERS.

AUXILIARY THROTTLE CONTROL.

APPLICATION FILED MAR I7. 1915.

1,1 85,428, Patented May 30, 1916;

yi bmow: v SWW 460'- ZW I 06cm Blair Myers. flaw 1 M4 We OSCAR BLAIR MYERS, or MOUNT VERNON, New YORK.

AUXILIARY THROTTLE CONTROL.

Specification of Letters Patent.

, Patent'edl lay so, 1916.

Application'fil'ed March 17, 1915, Serial No. 15,136.

To all whom it may concern:

Be it known that I, OSCAR BLAIR Mrnns, a citizen of the United States, residing at Mount Vernon, in the county of Westchester and State of New York, have invented a new and useful Auxiliary Throttle Control, of which the following is a specification.

My invention relates to throttle controls of a kind used in connection with automobiles and other vehicles driven by internal combustion engines, and is forthe purpose of enabling the operator to control the throttle of the vehicle while he stands upon the ground, immediately in front of the machine, .after cranking the engine and thus starting the latter into action.

More particularly stated, I seek to produce a throttle control of the general kind just mentioned, but especially adapted for use as an attachment to be placed upon finished or unfinished automobiles of the type exemplified by the Ford machines, and in which the rocking movements of the throttle valve are actuated'directly by longitudinal or end-thrust movements of a rodconveniently designated as apull rod extending crosswise of the vehicle.

I also seek to enable the operator, while standing upon the ground, to actuate the auxiliary throttle control'by merely rocking a small crank the movements of which are analogous to those of the crank member he customarily uses in actuating the throttle'in the usual manner while occupying his seat in the vehicle. By thus enabling the operator to use substantially the same sort of manual movement in'order to actuate either the main throttle control or my auxiliary throttle control, I lessen the danger of confusion in his mind as to how to handle the auxiliary throttle mechanism.

Other purposes and objects are brought out below, in the detailed description of the invention.

As my invention does not always have the sameform, I will show and describe a single representative form.

. Reference is to be made to the accompanying drawing forming a. part of this specification, and in which like letters indicate like parts.

Figure 1 is a fragmentary view, partly in plan and partly broken away, showing my auxiliary throttle control as applied to an automobile. Fig. 2 is a fragmentary view, partlyin plan and partly broken away,

showing the throttle valve and mechanism immediately associated therewith, including the carburetor. Fig. 3 is a fragmentary view partly in side elevation and partly in section, showing substantially the same parts as appear in Fig. 2. Fig. 4 is a fragmentary perspective, showing my attachment for enabling the pull rod tobe actuated by a person standing upon the ground, in order to control the throttle as above stated.

' The general framework of the automobile is shown fragmentarily at 5 and the dash board at 6. The radiator appears at 7 ,the engine at 8, the mixture intake pipe at 9 and the carburetor at 10, the carburetor being connected to the mixture intake pipe by a coupling 11'. The air inlet appearsat' 12, and the fuel inlet at 13. A valve 14is used to regulate the inflow of air. The fuel chamber is shown at 15, and-the liquid fuel (gasolene) at 16. The needle valve is shown at 17, and is provided with a portion 18 which extends through a dome 19 and is fitted with nuts 20, 21. The needle valve carries a disk 22, and connected with the latter is a fork 23 for actuating the needle valve. The tubular stem 24 which extends obliquely upward from the dash board 6, serves as a housing for the steering shaft 25 and the throttle shaft 28. The

throttle shaft 28 is mounted in bearings, and is provided with a radially extending handle 28 whereby it may be rocked. The

shaftv .28 is a crank 29, and pivotally connected steering wheel appears at 28*.

Mounted rigidly upon the throttle with this crank is a pull rod 30, extending crosswise of the automobile. The throttle lever is shown at'31, and has an extending arm 32, carrying an adjusting screw 33. A post 34, fixed upon the carburetor, serves as a limiting stop for the adjusting screw 33.

The throttle valve is shown at 36, and the valve stem supporting the same appears at 35.

The various parts above designated by number and described in detail. are of the usual or any desired construction. The parts I have added are shown in perspective in Fig. 4, and collectively constitute an attachment which may be added upon a fin: ished automobile of the Ford type. If preferred, however, the mechanism I have added may be built into the machine during the manufacture thereof.

A clamping shoe 37 made in this instance of sheet metal, is fitted upon the pull rod 30, and held by a bolt 38. The shoe is adjustable relatively to the pull rod, in the sense that it may be clamped in difierent positions along the latter, or fitted thereupon in the first instance in a predetermined position, as desired. A link 39 is pivoted upon the bolt 38 and extends obliquely downward therefrom. A rocking shaft 40 extends through bearings 41, the latter be ing secured-to the hood base 42, and is provided with a crank portion 40, this crank portion being pivotally connected to the lower end of the link 39. The rocking shaft 40 is further provided with an extending portion 43, formed into acrank and carrying a knob 43 serving a crank handle. The crank 43 may be swung angularly around in the arc of a circle the center of which is a prolongation of the axis of the rocking shaft 40. The parts are so proportioned and arranged that. the rocking move ments of the crank 43 are quite analogous, in direction and angular limits, to the rocking movements of the throttle handle 28?. Therefore the throttle valve 36 is controllable by either the throttle handle 28 or the crank 43; in other words, by the main throttle control or by the auxiliary throttle control. Hence the engine may be started, stopped or regulated in its speed by the operator'whether he occupies his seat in the vehicle or stands upon the ground in front of the machine, as he does in order to crank the engine. Moreover, the movements of the handle 28 and those of the crank 43 being similar in kind, the operator does not find it necessary to learn to execute two manual movements differing in character in order to control the engine from the two distinct positions here contemplated for the operator. \Vhether he sits in his seat in the vehicle and operates the handle 28 or stands upon the ground and operates the crank 43, his own muscular effort is substantially the same in either case. On this account he is not liable, in'a moment of confusion, to actuate the engine-throttle in any manner than the one intended.

The engine crank is shown at 44, and may be assumed to be of ordinary construction, and operated by hand in the usual way. In turning completely around it does not strike the smaller crank 43.

The operation of my device is as follows: The several parts being assembled, arranged and adjusted as shown and described, the

operator, I will say, gets out of the automobile, takes his stand in front thereof, grasps the crank 44, and by aid thereof cranks the engine and starts the same into action. The engine thus started begins as usual to race, owing to the absence of any substantial load upon it. The operator, in order to cut downthe speed of the engine,

merely grasps the crank 43 and operates it in practically the same way he would otherwise operate the handle 28 for the same purpose, if he were in his seat in the automobile. He thus avoids all necessity of making a frantic rush for his seat in the automobile whenever he starts the engine into action.

In automobiles of the general type here under discussion, the location of and con nections for the throttle valve are such as to interpose difliculties to the control of the throttle valve by simple clockwise and contra-clockwise movements of the right hand of a person standing infront of the machine and facing the same. It is to overcome these difficulties that I have devised my mechanism. By aid of the latter the opera tor, after using the main crank 44 and thus starting the engine into action, can without stepping aside grasp the auxiliary crank 43 and use it naturally and even instinctively in substantially the same manner that he uses the main throttle handle 28 and for the same purpose.

Owing to the factthat in largenumbers of automobiles already built and others now being built or to be constructed hereafter the pull rod 30 is disposed crosswise of the machine and has an end-thrust movement, it is desirable that thefshaft 40 shall extend in the general direction of the length of the machine and have a rocking movement. The direction of the length of the shaft 40 and the rocking movement thereof thus facilitate the accomplishment of certain desirable objects above pointed out, namely, positioning of the crank 43 at a point where it can be readily reached by the operators right hand, and enabling the operators muscular effort to take the form of a clockwise or contra-clockwise rocking movement.

In instances where my device is to be used as an attachment for an automobile already built or even in daily use, all that is necessary in actual practice is to add to it a few simple and cheaply-constructed parts, all of which are comprised in Fig. 4. If the bearings 41 be made of thin metal and secured in a workmanlike way upon the hood base 42, the framework of the machine need not be mutilated, defaced or disfigured. The attachment as a whole can be placed in position, removed, or replaced by another one like it, in a few moments.

I do not limit myself to the precise con struction shown, as variations may be made therefrom without departing from the spirit of my invention.

I claim 1. An attachment of the kind described, comprising a rocking shaft provided with a crank, bearings mounted upon the hood base of an automobile for the purpose of supporting said rocking shaft, a link connected with said crank, and a shoe connected with said link and provided with a surface for engaging the pull rod of a thr0ttle.-

2. An attachment of the kind described, comprising a rocking shaft having each of its ends formed into a crank, bearings mounted upon the hood base of an automobile for the purpose of supporting said rocking shaft, a link pivotally connected with the crank at one end of said rocking shaft and a shoe carried by said link and provided with a surface for clinging by frictional engagement to a pull rod.

3. The combination, with an automobile body and an internal combustion engine carried thereby and provided with a throttle valve and with a rocking'lever for actuating said throttle valve, of a pull rod con nected with said rocking lever and extending crosswise of the automobile body, said Copies of this patent may be obtained for pull rod being movable bodily inthe direction of its own length in order to actuate said rocking lever, from a point within the automobile body for actuating said pull rod, a rocking shaft mechanism controllable extending lengthwise-of the automobile body 7 and provided with a crank portion extending inffront thereof so as to bev accessible to a person standing upon the ground, and connections pull rod in order to cause rocking movements of said rocIn'ng shaft to actuate said pull rod.

Signed in the presence of two subscribing witnesses.

OSCAR BLAIR MYERS.

lVitnesses:

EDWIN W. LAPHAM, I J. H. TALLMAN.

five cents each, by addressing the Oomminioner of Patents, Washington, D. 0."

from said rocking shaft to said 

